Railway-traffic-controlling apparatus



Feb. 4, 1930. L. 1.. LOCKROW RAILWAY TRAFFIC CONTROLLING APPARAT US 2 Sheets-Sheet 1 Original Filed Feb. '7, 1927 SQNN F Feb. 4, 1930. 1.. L. LocKRow RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Feb. 7, 1927 2 Sheets-Sheet 2 NM... QM. MW. W ww ww Q 6mm u l mm mm, Q

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INVENTORZ 1,, L .L aakro 4 7 Patented Feb. 4, 1930 UNITED STATES PATENT OFFICE LAURIOE L. LOCKROW, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISS VALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVAN IA RAILWAY-TRAFFIC-CONTROLLING APPARATUS Application filed February 7, 1927, Serial No. 166,395. Renewed July 3, 1929.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising means for supplying the trackway with alternating current which is periodically varied at difierent frequencies, and governing means on the train selectivly responsive to the frequency of such variations.

I will describe two forms of railway traflic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view illustrating one form of railway traflic controlling apparatus embodying my invention. Fig. 2 is a view showing a modified form of the traincarried portion of the apparatus illustrated in Fig. 1 and also embodying my invention. I

Similar reference characters refer to similar parts in both views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a stretch of railway track over which trafiic normally moves in the direction indicated 7 by the arrow. These rails are divided, bv means of insulated joints 2, into a pluralltv of successive track sections only one of which, AB, is shown complete in the drawing; Train. controlling current is supplied to the rails of each section from a suitable source of energy such as an alternator G. The

current supplied to the track rails by this alternator may be of a frequency of the order of the usual commercial alternating current such for example as 60 cycles or 100 cycles per second. g

The supply of current to the trackway 1s controlled by a coding device designated in general by the reference character X and comprising a plurality of rotatable cams each designated by the reference character C wlth a suitable --distinguishing exponent. The cams C are driven at a constant speed by a suitable motor M which is supplied with current from the alternator G. The cam C is provided with a plurality of swells 8 spaced about its periphery and which swells successively engage a contact 3 to eriodically close the contact as the cam 1 is rotated. In similar manner the cams C and C are provided with difierent numbers of swells 8 which control contacts 4 and 5, respectively. One terminal of the alternator br is constantly connected with rail 1 of section A-B, and the other terminal of the alternator is connected with the rail 1 through one of the contacts 3, 4 or 5, depending upon trafiic conditions.

It is manifest that the alternating current supplied to the rails of the trackway by alternator G is periodically varied at the frequency of operation of the contact of the device X that is interposed between the alternator and the track rail 1 Thecoding device X may be constructed to provide variations of any reasonable frequencies, but for purposes of illustration, 1 will assume that the cams C are rotating at 20 revolutions per minute, that cam C has 4 swells, that cam C has 6 swells, and that cam C has 9 swells. The selectionnbetween the several contacts of the coding device X in accordance with trafiic conditions may be accomplished in any suitable manner, such, for example, as by means of a home relay H and a distant relay L. The circuits for controlling these two relays form no part of my present invention and are omitted from the drawing for the sake of simplicity. For present purppses it is sufficient to state that home relay is normally energized but is de-energized when a train occupies the section immediately to the right, of point B. The distant re; lay L is also normally energized but is deenergized when a train occupies either the first or the second section immediately to the right of point B. With the apparatus thus far described, when relays H and L are both energized so that front contact 66 of relay H and front contact 7"?' of rela L are closed, current from alternator which current Iwill assume to be of 100 cycles per second, is supplied to the track rails over contact 5 operated by cam C. Under these conditions the alternating current supplied to the trackway is, periodically varied at a frequency of 180 cycles per minute. Current supplied to the trackway under these conditions, I will hereinafter term the proceed code. When relay H is energized and when relay L is de-energized, so that front contact 6-6 of relay H and back contact 77 of relay L are closed, contact 4 controlled by cam C is included in the trackway circuit and under these conditions the trackway is supplied with 100-cycle current interrupted at a frequency of 120 cycles per minute; this current I shall hereinafter term the caution code. In similar manner when relay H is de-energized, the closing of back contact 6-6 of this relay completes a circuit from alternator G to the track rails through contact 3 operated by cam (3. Under these conditions the trackway is supplied with 100 cycle current interrupted at a frequency of 80 cyclesper minute, which current I will call the slow code.-

The train indicated diagrammatically at V is provided with governing means which is selectively responsive to the frequency of the periodic variations in the 100 cycle current supplied to the trackway. In the present embodiment of my invention the train is provided with two magnetizable cores 11 and 11 located in advance of the forward axle 10 and disposed in inductive relation to the, two track rails 1 and 1*, respectively. Core 11 is provided with a winding 12, and core 11" is provided with a winding 12, the two windings l2 and 12 being connected in series in such manner that the voltages induced therein by alternating currents flowing in 0pposite directions in the track rails at an instant are additive. Windings 12 and 12 are connected through an amplifier 13 with the primary of a transformer Q the secondary of V which supplies energy to a polarized relay R. When train controlling current is being supplied to the trackway, pulsating energy is delivered to the primary of transformer Q at the frequency of the periodic variations in such trackway current. For each impulse of energy supplied to transformer Q, during the increase of such current, an impulse of one relative polarity is supplied to relay R and durin the decrease of such current,an impulse o the opposite relative polarity is supplied to the relay. The relay R isresponsive to the relative polarity of the current supplied thereto, and it follows that when the train controlling current supplied to the trackway is beingperiodically varied, the relay R is operated to swing its armature 15 alternately to the right and left at afrequency. which corresponds to the frequency of the variations of the trackway current.

The relay R controls the supply of direct current from a suitable source such as a battery D to the primary 27 of a transformer T When armature 15 of relay R occupies its left hand position to close contact 15-18, current from battery D flows through the lower half of primary 27 of transformer T{ in one direction, the circuit being from battery D through contact 1518, wire 50, lower half of primary 27. and Wires 51 and 52 to battery When the armature 15 of relay R occupies its right-hand position to close contact 1518 ,,current from battery D flows through the upper half of primary 27 in the opposite direction, the circuit being from battery D through contact 1518 wire 53, upper half of primary 27, and Wires 51 and 52 to battery D. It follows that when one of the codes is being supplied to the relay R to operate the relay, the current supplied to the primary of transformer T is, periodically reversed. As a result there is induced in the secondary 28 of transformer T an alternating electromotive force which operates a relay K through a rectifier J Relay K is therefore continuously energized when the current supplied to the trackway is being periodically varied in accordance with one of the codes, but this relay is de-energized under all other conditions.

The selection between the several codes is accomplished by means of two oscillators F and F controlled by the relay R and tuned to mechanical resonance at different frequencies. Referring particularly to oscillator F", the reference characters 19 and 20 designate two electromagnets which are arranged, when energized, to swing a ivoted armature 21 in opposite directions. hen contact 15-16 of relay R is closed, magnet 19 is energized to swing armature 21 in a clockwise direction, the circuit being from battery D through contact 15-46, wire 54, magnet 19, and wires 51 and 52 to battery D. When contact 15-16 of rela R is closed, however, magnet 20 is energized to swing armature 21 in theopposite direction, the circuit being from battery D through contact 1516", wire 55, magnet -20, and wires 51 and 52 to battery D. When one of the codes is being supplied to the trackway, therefore, the armature 21 oscillates todefinite'position. The bar is also connected by two other springs 36 and 37 with the armature 21. By means of suitable weights 22 on the bar 22 the moving parts of the oscillator are tuned to mechanical resonance at the tery D through contact 15-17 of relay at a frequency of 180 cycles per minute, the bar 22 will be swung to and fro b oscillation of the armature 21 when and on y when the armature oscillates at the frequency to which the oscillator is mechanically tuned. The shaft 23 operates a contact mechanism comprising a finger 25 and two fixed contacts 25 and 25*. When the oscillator is being operated at its resonant frequency the contacts 25-25 and 2525 are alternately closed due'to the oscillation of the bar 22. Each time one of these contacts is closed'an impulse of energy is delivered from a battery P to the primary 27 of a transformer T The pulsating current thus supplied to the primary 27 induces an electromotive force in secondary 28 which energizes a relay K through a rectifier J Relay K is energized, therefore, when and only when current is supplied to the trackway in accordance with the proceed code. The oscillator F is similar to oscillator F except that F is tuned to mechanical resonance at 120 cycles per minute. The circuit for magnet 19 of oscillator F is from balg- 7 wire 56. magnet 19, and wires 51 and 52 to battery D. The circuit for magnet 20 of this oscillator is from battery D through contact 1517 wire 57, magnet 20, and wires 51 and 52 to battery D. When the relay R is operating at 120 cycles per minute, the oscillator F 2 closes its contacts 2525 and 2525 alternately, thereby periodically closing the circuit including primary 27 of transformer T and battery P The electromotive force thus induced in secondary 28 of transformer T 2 operates a relay K through a rectifier J It will be clear from the foregoing that oscillator F will not operate to close its contacts 2525'25 except upon the delivery to its magnets 19 and 20 of impulses according to .the proceed code, and that oscillator F "willnot operate to close its contacts exceptupon delivery to its magnets 19 and 20 of impulses according to the caution code.

In explaining the operation of the apparatus as a whole, I will first assume that relays H and L are both energized so that current is being supplied to the trackway, over contact 5 operated by cam C in accordance with the proceed code. Relay R therefore operates at 180 cycles per minute and oscillator F is operated to energize relay K, but

oscillator F does not effectively operate and relay K is open. Relay K is energized and current flows from a suitable source of energy such as a battery S over front contact 33.-33 of relay K back contact 34-34 of relay K front contact 3535 of relay K to lamp 29, thereby lighting this lamp to display a proceed indication on board the train.

I will next assume that relay L is de-energized, but that relay H is energized so that current is supplied to the rails of section AB in accordance with the caution code. Relay R therefore operates at a frequency of 120 cycles per minute. Under these conditions the oscillator F 2 operates to energize relay K but the oscillator F is de-tuned at the frequency of the caution code, so that the amplitude of vibration of bar 22 of oscillator F 3 is not sufficient to eifectively operate the contact mechanism controlled by this oscillator and relay K is de-energized. Relay K is energized, however, and current flows from battery S, over front contact 3333 of relay K front contact 3434 of relay K and lamp 30, thereby lighting this lamp to give a caution indication.

When the trackway is being supplied with current in accordance with the slow code, as when relay H is de-energized, relay R operates at 80 cycles per minute. Under these conditions, relay K is energized but oscillators F and F are both de-tuned at this frequency and the contact mechanisms controlled by the oscillators are not effectively operated so that relays K and K are both away from train Vby the wheels and axles of such second train. As a result relay B would be continuously de-energized. If, for this reason, or forany other reason, relay B should fail to operate intermittently the supply of periodic current to the primary of transformer T would be interrupted and relay K would be de-energized. Under these conditions current from battery S would flow over back contact 3333 of relay K to light lamp 32 and display a stop indication on board the train.

In the modified form of apparatus shown in Fig. 2, the relay R is arranged to operate at the frequency of the train controlling code as in Fig. 1. In Fig. 2, however, the relay R controls three oscillators F F and F each tuned to mechaical resonance at the frequency of one of the codes. In the form here shown each of the oscillators comprises two magnets 19 and 20 which control an armature 21 pivotally supported by. a polarized back strap 36. The armature 21 carries a tongue 37 which is mechanically tuned, as by a weight 38, and which tongue co-operates with two fixed contacts 37 a and 37 The contacts 37-37 and 37'-37 of each oscillator F,control the supply of current from an as sociated battery P to the primary 27 of an associated transformer T. The secondary 28 of each transformer T supplies energy to a relay K through a rectifier J. The oscil- K but the oscillators F and F will not chanical vibration.

effectively operate at this frequency and relays K and K are both de-energized. Under these conditions, current flows from battery S, over front contact 35--35 of relay K to the proceed lamp 29. When the caution code is being received from the trackway, the oscillator F operates to energize relay K but relays K and K are both de-energized.

Under these conditions the caution lamp 30 is lighted by current from battery S over back contact 3535" of relay K and front contact 3 l34 of relay K Similarly, when the slow code is being supplied to the trackway, the oscillator F operates and relay K is energized, but relays K and K are both de-energized, and the slow lamp 31 is lighted by current which flows from battery S, over back contact d535 of relay K baclfi con tact 34-34" of relay K and front contact 3333 of relay K If relays K K and K are all de-energized to close their back contacts, lampv 32 is lighted to indicatestop. In both forms of apparatus which I have here disclosed, theselection between different code frequencies is accomplished by mechanical tuning, although my invention is not limited to this specific type of tuning but is broad enough to include apparatus tuned or made resonant in any suitable manner as a means for selecting between the different code frequencies. Among the advantages possessed by apparatus constructed in the manner described are the simplicity and ruggedness with which the various parts may be constructed and the freedom of the tuned devices from improper operation due to me- The sharpness of the tuning may be adjusted within comparatively wide limits by varying the amount of damping of the movable members of the osclllators.

Although I have herein shown and described only two forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, What I claim is:

1. Railway trafiic' controlling apparatus comprising means for supplying alternating current to the trackway, means for period-.

ically Varying such current at difierent frequencies, and resonant means on the train selectively responsive to the variations in such current butnot to the current itself.

2. Railway trailic controlling apparatus comprising means for supplying alternatingv current to the trackway, means. for periodically varying such current at different frequencies, and a plurality of train carried devices all controlled by energy received from the trackway and each tuned to resonance ata'difl'erent one of such frequencies.

3. Railway traflic controlling apparatus comprising means for supplying alternating current to the trackway, means forperiodically varying such current at difierent frequencies, and a plurality of devices controlled by energy received from the trackway and responsive to variations in such current but not to the current itself, said devices being tuned mechanically to the several frequencies governing means selectively controlled by the oscillators.

6. Railway traflic controlling apparatus comprising means for supplying alternating current to the trackway, means for periodically varying such current at different frequencies, and a plurality oftrain carried 0s-v cillators all receiving energy according to the variations in such current and each tuned to resonance at a different one of the frequencies of such variations.

7. Railway 'traflic controlling apparatus comprising means for supplying alternating current to the trackway, means for periodically Varying such current atdifferent frequencies, a plurality of train carried oscillators each tuned to mechanical resonance at one of such frequencies, and means for supplying energy to all such oscillators in accordance with the variations in said current.

8. In combination, a pair of conductors supplied with alternating current of commercial frequency, means for periodically varying such. current at different frequencies of the order of 80 to 180 cycles per minto resonance at a different one of such latter frequencies.

-9. In combination, a source of periodic currents of different frequenciesof the order of 80 to 180 cycles per minute,"a plurality of devices all receiving energy from said source and each tuned to resonance at a difierent one of such frequencies, and governing means selectively controlled by such devices.

10. Railway traflic controlling apparatus comprising means for supplying the trackway with alternatingicurrent of commercial frequency periodically varied at different frequencies of the order of 80 to 180 cycles per minute, a plurality of train carried oscillators each tuned to mechanical resonance at a different one of such latter frequencies, means for supplying all said oscillators with energy in accordance with said variations, and governing means selectively controlled I by the oscillators.

11. Railway traific controlling apparatus comprising means for supplying the trackway with alternating current periodically varied at different frequencies, a train carried relayresponsive to such variations but not to the current itself, and a plurality of oscillators all controlled by such relay and each tuned to mechanical resonance at one of such frequencies 12. Railway traflic controlling apparatus comprising means for supplying the tracks way with alternating current periodically varied at different frequencies, a train carried relay responsive to such variations but not to the current itself; a governing device on the train controlled by the relay and responsive to such variations, a plurality of oscillators all controlled by such relay and each tuned to mechanical resonance at a different one of such frequencies, and a plurala plurality of oscillators each comprising a member tuned to resonance at a difl'erent one of such frequencies and a pair of electromagnets arranged to move the member in opposite directions, means controlled by the relay for alternately energizing the electromagnets of each oscillator at the frequency of such variations, and governing means selectively controlled by such oscillators in accordance with the frequency of such variations.

16. Railway traflic controlling apparatus comprising means for supplying alternating current to the track rails, means for period-' ically varying such current at different frequencies, a train carried relay-responsive to such variations but not to the current itself, a plurality of oscillators each comprising a pair of electro-magnets and a polarized back strap, an armature supported by each back strap and urged in opposite directions by the associated electro-magncts, each such armature being tuned to resonance at one of such frequencies, means controlled by the relay for alternately energizing the electro-' magnets of each oscillator at the frequency of such variations, and governlng means selectively controlled by such oscillators in accordance with the frequency of such variations.

In testimony whereof I alfix my signature.

LAURICE L. LOCKROW.

ity of other governing devices selectively controlled by such oscillators.

- 13. In combination, a source of alternating current, means for periodically varying the current from said source at different frequencies, a relay receiving energy from the source and responsive to such variations but not to the current itself, a plurality of oscillators controlled by the relay and each comprising I a movable member tuned to mechanical resonance at a different one of such frequencies, a contact mechanism controlled. by each such member, and governing means selectively controlled by said contact mechanisms. v

14. In combination, a relay, means for operating the relay at difierent frequencies, a plurality of oscillators controlled by said re ay and each comprising a member tuned 'to-mechanical resonance at a diifer'ent'nne of such frequencies, and governing means solectively controlled by the oscillators.

15. Railway trafiic controlling apparatus comprising means for supplying alternating 

